The aircraft was constructed by AJ Andersson on behalf of Augsburger  Verein für Luftfahrt in Augsburg .
It was named after the local cookie Zwetschgendatschi . When Andersson designed the aircraft , he placed a person on a trestle which he dressed up in a cabin mockup and this gave the fuselage minimal cross section with low air resistance. The wings were highly placed in a small canopy with profiled wing struts from the bottom of the fuselage to the wing center . The default format on the plywood disks length, 1.2 meters , could decide vingkordan . Veneer glued on top of the wing spar , and swept around the front edges, glued to the underside of the wing spar . The manufacturing method led to the minimize use of plywood . . The aircraft was designed to handle gusty winds and a load factor of 7.2 at load weight of 110 kg . This fulfilled the requirements to be allowed for aerobatics.

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The glider "Datschi".
Under the 2nd Bavarian. In the aircraft participating in the Hesselberg competition, the new aircraft of the Augsburg Aviation Association, the "Datschi", aroused
particular interest. The following is a brief report on the origin and construction of this machine:
When the idea arose to build a machine of our own design, the following guidelines were laid down: The machine should serve as a practice machine for really
advanced students and only secondarily as a performance machine. Emphasis was mainly placed on complexity and low sinking rate. In
contrast to the lighter gliders, the aircraft should also be usable for higher wind speeds. Furthermore, transport in a closed wagon should be
possible, and production should be as cheap as possible.
The cheapest design appeared to be the braced high-wing aircraft with a plywood fuselage. Due to the loading conditions, the wingspan of the two-part wing was limited to about 13 m
, a wingspan that also appeared to be favourable in view of the desired manoeuvrability. With a wing loading of 11 to 12 kg/m2 — estimated
flight weight about 180 kg — about 15.5 m2 of wing area would be required, which gives an aspect ratio of about 1 : 11.
A preliminary performance calculation carried out on the basis of these figures showed for the two shortlisted wing cuts — God. 535 and 549 —
quite acceptable rates of descent and glide ratios, provided that the harmful resistances could be kept low.
The wing ground plan has now been determined in its final form: rectangular wings with trapezoidal pointed, rounded ends. This outline comes very close to the
aerodynamically favourable elliptical one and also offers significant advantages statically, especially in the case of a "striving" design.
When determining the static structure of the wing, the economic and manufacturing aspects came to the fore. In order to exploit the
plywood panels as far as possible without waste, the main spar was placed at such a distance from the leading edge of the wing that the circumference of the nose corresponded to the length of a plate — 1.2 m. With a wing depth of 1.3 m in the parallel part of the wing, the distance from the leading edge was 546 mm or 41.5
percent of the wing depth, at which position the selected profile 549 still has almost its greatest overall height. In order to create the third connection point for the planned V-(torsion)
stem, an auxiliary spar was inserted, in front of the main spar at 16 percent wing depth. The two spars were connected by the nose planking to form a
bending and torsionally rigid four-belt spar, whose elastic centerline almost coincides with the pressure agent during
interception due to a suitable selection of belt thicknesses.
In the design of the stems, the aim was to compensate for the harmful resistance by a clean fairing in the wing profile by allowing them to support most
of their own weight at normal dynamic pressure.
The fuselage was from the frontas a further step in the direction of a "conscious return to angular form". To determine the most favorable cross-section, a man was placed on a trestle and a dummy was built around him. The diamond shape that was later chosen proved to be the most favourable in all respects. It
resulted in the smallest possible cross-sectional area with good comfort for the driver and offered excellent fastening options for wing stalks, starting hooks,
runners and release device. With the exception of the pure rectangular shape, it is by far the simplest of all possible forms to produce.
The tail unit differs only slightly from the designs commonly used on most performance aircraft. The main difference is that the
elevator is made in one piece to avoid the usual heavy connecting pipes.
The control system was designed based on proven designs. In order to make the aileron effect more favorable, the lateral control was designed as
differential control. It is noteworthy that all turnbuckles are easily accessible in the front part of the fuselage, which avoided any show flaps
. The whole control system contains only 3 pulleys, all of which are located in the front part of the fuselage. In addition, the elevator and side control cables were each
guided once through hardwood blocks. These tours are also easily accessible.
The release of the retaining rope takes place from the driver's seat and the transmission is chosen in such a way that only a very small force is required for release.
The dimensions of the aircraft were carried out with regard to use in strong, gusty winds in accordance with the D. V. L regulations for powered aircraft for
Group S 4  limited aerobatic capability  with a breaking load multiple = 7.2. Since the actual construction weight is only 90 kg instead of the estimated 110 kg,
the effective breaking load multiple increases to about 9.
It was no coincidence that the first real gliding flight was carried out on the Hesselberg with this aircraft of all things. In addition to the ability of the pilot, who had never sailed before, and who had only made 3 short gliding flights on the "Datschi" so far, the good qualities of the machine played a major role. Above all, the enormous
manoeuvrability and the excellent stability were striking. So the machine was also flown hands-free during this first glider, which is particularly striking because the altitude control is practically undamped.
The good manoeuvrability was achieved, despite the rudders and ailerons, which were described by various experts as quite small during construction, probably mainly by
systematically keeping the external components  tail, wing tips and ailerons  light. These small ailerons  total aileron area only about 10% of the wing area — have also proven to be fully sufficient. This effect is partly due to differential control, but also, in the opinion
of the author, perhaps to an even greater extent to the most favourableoutline.